Hull for boats and ships



Aug.

A. A. SCOWLEY HULL FOR BOATS AND SHIPS Filed May 28, 1938 l W m l q I w l l M I NL Ql Q guy.

1N VEN TOR.

Patented Aug. 1, 1939 UNITED STATES PATENT OFFICE HULL FOR BOATS AND SHIPS Andrew A. Scowley, Ingleside, Ill. Application May 2 8, 1938,- Serial No. 210,647

'7 Claims.

The invention relates to hulls for boats and ships. The design may be used for any kind of ship or boat and will hereinafter be referred to as ships.

Among the objects of the invention are-first, to provide a ships hull where the resistance of the water to the movement of the ships hull through it may be reduced to a minimum; second, to so construct a hull that a better propulsive coefficient may be attained in that the propellers rotate in solid water; third, to construct a ships hull on this pattern which is self-bridging and does not have the inherent weakness found in round bottom ships; fourth, to provide a seaworthy craft with the steering and course keeping qualities of thedeep keel and the buoyancy of the round bottom hull.

The system of ship construction design hereinafter described involves the use of two sidecut waters heretofore never used in ship construction and unknown in any language, hence a short description of same and its function may be in order. In its preferred form the hull would be constructed in sections or surfaces running in to one another, the largest being two bottom surfaces inclined to one another for proper displacement, their forward terminus extending at an angle from the foremost point of the keel to a point 'in the ships sides at or somewhat forward of amidship at the load water line, forming two sidecutwaters each in a straight line, which is one of the most important and deciding factors. The bow sections are inwardly concaved, their lower terminus joins the forward terminus of the bottom sections and the two edges joined form the sidecutwaters.

The sidecutwaters may also be construed as a continuation of the chine, the upper edge of an inclined and inwardly concaved bottom surface joins the lower edge of a substantially vertical topside surface aft of amidship, the meetingedges forming the chine from stern to substantially amidship at load water line. From the forward terminal of the chine the sidecutwaterbegins and runs in a straight line, forward, downward and inward to the intersection of keel and stem. This line also forms the forward terminus of the inclined bottom surface and the lower and after terminus of an inwardly concaved bow surface the two edges joined forming the sidecutwater, one on each side of the hull. Their func tion is to cut and divide the water to be displaced from that which passes under the inclined bottom surfaces and on which the ship travels.

The inclined bottom surfaces extend in a line longitudinally straight with the underwater axis of the hull from the sidecutwaters to the stern, thereby eliminating all surfaces under the bottom moving at an angle with their own plane. From an inclined straight surface forward at the side- 5 cutwaters these bottom surfaces are gradually being inwardly concaved, varying continually, so that on reaching the stern, the lower part of said inclined surfaces have attained a vertical position, the upper part a horizontal one forming an angle with each other of some 90", thus giving the propeller a solid body of water in which to work.

' Sidecutwater channels may be best defined by a channel or depression on each side of the ships bow and may be inwardly concaved and curved surfaces or they may be constructed by two straight surfaces inclined to one another at some 90, their lower edges joining the forward terminus of the bottom surfaces, their line of junction define the sidecutwaters heretofore described.

The width of the channels are normally double the draft of the ship, the lower half under, the upper half over the water at the stem; at amidship the lower edges have reached the load water line and the channels reduced to one half the width of that at the stem, the upper edges running their full lengths the same distance from the waters level.

The depth or concavity of the sidecutwater channels is governed largely by the speed for which the ship is designed. In the faster moving crafts the upper edge is extended out in line with the lower edge so as to prevent the water displaced from being sent over the ships sides. In 35 their best form they represent one half of a true circle standing on their lower edges, diminishing in depth forward to form the lower part of the stem, diminishing in depth aft to blend out in to the ships sides. 49

The invention will be clearly understood from the accompanying drawing illustrating a construction embodying the invention in its preferred form, and the following detailed description of the construction therein shown.

In the drawing:

Figure 1 is a view in side elevation illustrating a ship construction embodying the invention.

Figure 2 is a cross sectional view of the hull on the line 2-2 Figure 1, the bow starting to take form and the sidecutwaters begin.

Figure 3 is across sectional view of the hull on the line 3-3 Figure 1, a fuller bow and the sidecutwaters in their most effective form.

Figure 4 is a cross sectional view of the hull w on the line 44 Figure 1, a wider hull and diminishing sidecutwater channels.

Figure 5 is a cross sectional view of the hull on the line 55 Figure l, on inwardly concaved bottom, there being no sidecutwaters nor sidecutwater channels, the chine taking form.

Figure 6 is a cross sectional view of the hull on the line 66 Figure 1, the bottom being further inwardly concaved preparatory to being flattened out,

Figure 7 is a cross sectional View of the hull on the line 1-1 Figure 1, that part of the bottom adjoining the chine having been flattened out and leveled off, that part nearest the keel fiatr tened out and raised up vertical, the two surfaces forming an angle of 90.

Figure 8 is a cross sectional view of a hull, embodying the invention and having three propellers, the hull being modified at the stem, the side propeller shafts being enclosed in shaft logs or shaft enclosures, beginning at the sidecutwaters, running parallel and on the same plane with the keel.

Figure 9 is a cross sectional view of a bow illustrating the transverse outlines of a hull through the sidecutwaters and channels, a variation and modification of Figure 3, the sidecutwater channels being constructed with two flat surfaces forming an angle, simpler to construct and nearly as effective.

Figure 10 is a cross sectional view and shows a modification and variation of Figure 6, embodying the same type of construction as Figure 9, employing fiat surfaces in the construction of the bottom aft of the sidecutwaters.

In the drawing, like reference numerals refer to like parts.

The invention is shown in the drawing as embodied in a ship having a pointed bow, a square stern, substantially vertical topside surfaces H and i2, inclined and inwardly concaved bottom surfaces l3 and I l, the lower edges forming or attaching to the keel [5. The upper edges aft of a certain point at it join the lower edges of the surfaces H and I2 forming the chines l1 and [8.

The upper edges forward of the point at [6 and aft of the bottom end of the stem [9, join the lower edges of the inwardly concaved surfaces 26 and 2! and form the edges described as sidecutwaters 22 and 23.

The surfaces and 2|, heretofore referred to as sidecutwater channels, are inwardly concaved so as to form a channel or depression in the ships bow, the lower edges forming the sidecutwaters 22 and 23, the upper half curving out over the water and the upper edges join with the topside surfaces H and I2 at the dotted line 24 and blend out into the ships sides at the point IS. The most inwardly extending section in the sidecutwater channels 20 and 2| should be at about the normal load water line indicated by W. L. and best illustrated in Figure 3. The surface 25 between the stem l9 and the curved dotted line 26 is formed by the ships plates, planking or skin. The ships frame work begins at the dotted line 26.

The normal load water line indicated at W. L. Figure 1 is shown to intersect the chine at amidship or point l6 where sidecutwaters and chines join, but is raised above the chine at the stern. This trim is correct and compensates for the greater concavity of surfaces I3 and M at the stern.

Figure 8 illustrates the transverse outlines at the stern of a hull having three propellers, the

two side propeller shafts being enclosed in shaft logs or shaft enclosures 21 and 28. These shaft logs or shaft enclosures begin at the sidecutwaters on the level with at whatever point they intersect the sidecutwaters and run aft at the same plane level, longitudinally and parallel with the keel and terminate at the stern in line with the center propeller. No one propeller is forward or aft of the other. The frame work does not extend around the side propeller enclosures as that only results in structural weakness.

It is constructed by forming a plate over and around a tube containing bearings at proper intervals in which the shaft may rotate, the upper edges of the enclosures being riveted or welded to the bottom plates of the ship. Additional propellers may be added, in the same manner, but the construction lends itself best to the odd numbers, l35, etc.

Figure 9 is a modification and variation and illustrates how the sidecutwater channels may be constructed with two fiat surfaces inclined to one another at an angle, the lines of juncture 29 and 30 corresponding to the water line. This type of construction simplifies the building of larger ships and permits of small boats being constructed of steel plates in that the bottoms have no curves, the topsides but a one way curve.

Figure 10 illustrates similarly how the bottom surfaces aft of the sidecutwaters may be con- I structed of two flat surfaces, starting out at the sidecutwaters in a straight line and divided longitudinally with the keel in two surfaces on each side of the keel. The surfaces 30 and 3| nearest the keel upon leaving the sidecutwaters are gradually raised and on reaching the stern post have attained a perpendicular position. The two surfaces 32 and 33 leave the sidecutwaters in an inclined position and their lower edges are gradually drawn up under the ships bottom so that modified forms of structure or use of equivalents which may be reasonably included within their scope.

Having specifically described a construction embodying the invention in its preferred form and explained the nature and object thereof,

what is claimed is:

l. A ships hull having a forebody defined by a plurality of surfaces extending into one another, said surfaces comprising two concaved bottom surfaces, two concaved bow surfaces, formed to provide outwardly extending upper and lower lateral edges, two topside surfaces, said bottom surfaces being inclined to one another, the lower edges thereof forming the keel and the forward upper edges thereof extending in straight lines from the foremost point of the keel upwardly, outwardly and aftwardly to points in the ships sides at the load water line substantially forward of amidship, the lower edges of said two inwardly concaved bow surfaces joining said upper edges of the bottom surfaces and forming two outwardly projecting sidecutwaters, the upper edges of said concaved bow surfaces curving outwardly above the load water line and there joining the lower edges of said topside surfaces whereby said sidecutwaters are normal- 1y submerged and act to reduce the wave making resistance of the bow.

2. A ships hull comprising a tapered forebody, a square stern, a keel extending from stem to stern, edges or side cutwaters projecting from each side of the bow and rising aftwardly and outwardly in a straight line from the junction point of said keel and stem to a point in the ships sides at the load water line substantially forward of amidship, deeply recessed sidecutwater channels disposed above each of said sidecutwaters, and inclined bottom surfaces extending in straight lines aft and below each of said sidecutwaters, said sidecutwaters and sidecutwater channels acting to cut, to roll upwardly and to thrust outwardly a layer of the water confronting said hull and said sidecutwater channels.

3. A ships hull as claimed in claim 1 wherein the width of the said sidecutwater channels decreases progressively over the whole extension of the channels to substantially forward of amidship.

4, A ships hull as claimed in claim 1 characterized in that adjacent the stem at least onehalf of each of said channels is below and the other half is above the water line, whilst at substantially forward of amidship only a small portion of the channels is below and the greater part thereof above the water line.

5. A ships hull as claimed in claim 1 wherein the bottom surfaces increase in concavity at substantially a constant rate from bow to stem, the surfaces each being approximately flat at the bow and approximately a right angle at the stern and. thereby providing a deep keel between the lower legs of said right angle surface portions, whereby the longitudinal stability of the hull is increased.

6. A ships hull as claimed in claim 1 wherein the lower part of said bottom surfaces is gradually raised up aft to form the stern post whilst the upper part of said bottom surfaces is gradually leveled oil aft to a horizontal position at its terminus adjacent the stern post, whereby to give the propeller a solid body of water in which to rotate.

'7. A ships hull as claimed in claim 1 wherein all concave surfaces are formed by a plurality of flat straight surfaces inclined to one another.

ANDREW A. SCOWLEY. 

